Constructional details of the engine

From the outline of the general principles in Chapter 1, and the requirements as regards balance in Chapter 2, we now turn to the details of construction, leaving engines having six or more cylinders to Chapter 4. Sleeve valve, rotary valve, and rotary piston engine constructions will then be dealt with in Chapter 5.

The conventional layout described in Section 1.10 has become firmly established, despite attempts to develop for automotive applications others such as the swash-plate motor, widely used for hydraulic power, and the Stirling engine, the relatively large size and weight of which virtually rules it out. The gas turbine, while well established for large power units operating mainly at constant speeds, has so far defied attempts to develop it in sizes small enough and of adequate flexibility for quantity production for automotive applications.

Because the reciprocating piston type has had the benefit of so much time, effort and money spent continuously on its intensive development over the century or more since its invention, prospects are indeed remote for a successful challenge from any alternative power unit. Moreover, to justify the abandonment of the world's huge capital investment in plant and equipment for its production, the potential for gain would have to be of truly major significance. Another factor is the very large infrastructure that has been built up, again worldwide, in terms of both experience and equipment for the maintenance of such engines.

The solar Stirling engine is progressively becoming a viable alternative to solar panels for its higher efficiency. Stirling engines might be the best way to harvest the power provided by the sun. This is an easy-to-understand explanation of how Stirling engines work, the different types, and why they are more efficient than steam engines.